Securing device for car-doors.



F J. IGILROY.

- SECURING DEVICE FOR GAR DOORS.

APPLICATION FILED D110. 27, 1910.

Patented May 9, 1911.

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F. J. GILROY/ SECURING DEVIGE FOR OAR DOORS.

APPLICATION FILED DEC. 27, 1910.

Patented May 9, 1911.

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UNITED $TATES PATEN T @FFTQE.

FRANK J. GILROY, OF BUFFALO, NEW YORK.

SECURING DEVICE FOR CAR-DOORS.

To all whom it may concern:

Be it known that I, FRANK J'. GILRUY, citizen of the United States,residing at Bufialo, in the county of Erie and State of New York, haveinvented certain new and useful Improvements in Securing Devices forCarDoors, of which the following is a specification, reference being hadtherein to the accompanying drawing.

This invention relates to car door securing devices which can ordinarilybe released only with the cooperation of the engineer upon thelocomotive. The locking devices are operated by fluid pressure and areinaccessible from the exterior of the closed car. The devices are ofsuch character that they hold the car door closed and also support itsweight if other supports be removed and still further hold it againstmoving outward from the car into position for striking cars upon anadjacent track. The locking device is connected with the ordinary. trainpipe, but is so arranged that ordinary train pipe pressure will notavail for unlocking, since this would enable evil disposed persons tounlock the car whenever it was in service or carrying train pipepressure. In ordinary standard equipment, a governor upon the locomotivelimits the train pipe pressure to a predetermined maximum. I providemeans upon the locomotive whereby the engineer may cut out the governorand thereby be able to raise the train pipe pressure temporarily to sucha degree that it will suffice for unlocking the door locking devices.

In the accompanying drawings, Figure 1 is a side elevation of thecentral door bearing portion of a car provided with air brake pipes andwith my devices. Fig. 2 is a diagrammatic side view of devices carriedby the locomotive. Fig. 3 is an elevation looking from the interior ofthe car toward the locked side of the door, the door post being brokenaway to show locking mechanism. Fig. 4C is a horizontal section of thesame part of the door and adjacent parts of the car, the plane ofsection being just above the lock. cylinder, the line of section beingindicated at 55, Fig. 3. Fig. 6 is a section on the line 66, Fig. 3,looking to the right. Figs. 7 and 8 are perspective views of portions ofthe locking mechanism, carried, respectively, by the door and the carwall.

In these views, A represents the body of a Specification of LettersPatent.

Application filed December 27, 1910.

Fig. 5 is an axial section of the air Patented May 9, 1911. Serial No.599,366.

car and B its sliding door, suspended in the usual way by roller hangersB, held against the side of the car by shoes A, below, abutting, whenclosed, a stop A and in this position pressed against the side of thecar by guides A Opposite the horizontal midrail B of the door, the doorpost A is mortised to receive a heavy hollow casting C in which iscentrally pivoted at C a horizontal hooked latch C projecting from thatside of the post mostdistant from the door, and having its end withinthe casting C beveled as shown at C Upon a rail A of the car wall andjust below the projecting arm of the latch is fixed an upright cylinderD in which works a piston D having its rod threaded and projecting fromthe upper end of the cylinder to receive a member D which engages thelatch and lifts its projecting portion when the piston rises, thisportion, from gravity,

unaided or otherwise, following the pistons descent.

To the inner side of the door is secured a heavy catch or keeper E,preferably extending to the line of the edge of the door which whenclosed overlaps the post, and at its end this keeper has an inwardlyextending portion E notched below to pass over the latch and providedabove with a long projection E beveled on its lower side to ride uponand depress the latch as the door closes, and closely fitting aboveagainst the upper wall of the casting Q. As the keeper (Fig. 6) restsbelow upon the lower wall of the casting C near the side of the post,and since these parts are heavy and of malleable iron, they will safelysustain many times the weight of the door if all other door supports beremoved. Still further, since the part E rests against the face of thecasting C while the projection E fits laterally in a channel therein,(Fig. 4t) the door is eitectually prevented from moving materially fromthe car at either margin.

Air for operating the piston D is admitted through a valved pipe F fromthe train pipe G, the valve being operated by devices without noveltyprojecting from the car at F. The rise of the piston, forcing the latchto disengage, is resisted by a spring D the force of which cannot beovercome by the pressure of air beneath the piston unless that pressurebe materially greater than that permitted by the governor H upon thelocomotive. hen, however, the engineer de sires to assist in unlockingany car, he closes a valve G cutting out the governor and allowing theair compressing devices to raise the train pipe pressure to the properextent. This done, opening the valve in the pipe F admits air undersuflicient pressure to overcome the resistance of the spring, lift theouter end of the latch, and leave the door free to open. The locking isautomatic when the door closes, but unlocking is not possible until theengineer acts. It may be remarked that, as in earlier devices, pistonoperating air is allowed to escape from the cylinder so rapidly that thenecessary pressure cannot be obtained with a hand pump, even weresuitable connection made.

What 1 claim is:

lfThe combination with a car and its sliding door, of a pneumatic doorlocking device inaccessible to persons without the car when the door isclosed, a conduit leading from the train pipe to said device, to supplyunlocking air, a governor normally limiting the pressure in the trainpipe to a degree below that capable of unlocking said devices, and meansfor cutting out said governor at will.

*2. The combination with a car and its sliding door, of door lockingdevices adapted to resist unlocking force of normal train pipe pressureor less, a conduit leading from the train pipe to said devices, tosupply unlocking compressed air thereto, a valve in said conduit, andmeans whereby the engineer may at will cause the pressure in the trainpipe to rise beyond its normal maximum.

3. The combination with a car and its sliding door, of an automaticallylocking device adapted to hold the door closed, a conduit leading fromthe train pipe to said device to supply unlocking air thereto, means forcontrolling the passing of air in said conduit, a governor normallylimiting the pressure of air in the train pipe to a degree be- 4 lowthat needed for unlocking said device, and means whereby the engineermay at will cause the pressure in the train pipe to rise to the degreenecessary for such unlocking.

4. The combination with a car having a recess in that face of its doorjamb or post toward which the door moves in sliding to closed position,or a sliding door having an internal rigid keeper in position to entersaid recess as the door closes and adapted to 50 rest against the lowerwall of the recess at a point near said face and against the upper wallat a point materially more distant from said face, a atch in said recessadapted to engage said keeper automatically when the door is closed, andan air-operated device connected with the air brake system for causingthe latch to disengage said keeper.

The combination with a car having its door post provided with ahorizontal passage or perforation inaccessible from without the car whenthe door is closed, of a pivoted latch mounted in said passage andprojecting from that side thereof opposite the door, a similarlyinaccessible air cylinder, a piston working in the cylinder and engagingthe projecting portion of the latch, a conduit leading from the trainpipe to said cylinder, to supply compressed air, a sliding car door, akeeper rigidly secured to the 70 inner portion of the door in positionto enter said passage as the door closes and adapted to engage saidlatch, and a valve operable from the exterior of the car and controllingthe passing of air in said conduit. 30

In testimony whereof I afiiX my signature in presence of two witnesses.

FRANK J GlLR-OY. lVitnesses JAMES L. Gnawronn, R. CRAIG GREENE.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. 0.

